1 energy storage programeere.energy.gov the parker ranch installation in hawaii vehicle technologies...

1 Energy Storage Program eere.energy.gov

The Parker Ranch installation in Hawaii

Vehicle Technologies Program

Electric Drive Vehicle Battery R&DDavid HowellTien Duong

November 18, 2009

Vehicle Technologies Program eere.energy.gov

$44 M

$16M

$16 M

PEV

HEV

Exploratory

FY2010 Budget: $76 MCHARTER: Advance the development of batteries and other electrochemical energy

storage devices to enable a large market penetration of hybrid and

electric vehicles.

Program targets focus on enabling market success

(increase performance at lower cost while meeting weight,

volume, and safety targets.)

2015 GOALS: Reduce production cost of a PHEV battery to $270/kWh (70%) Intermediate: By 2012, reduce the production cost of a PHEV battery to $500/kWh.

Vehicle Technology Battery R&D Activities

FY2011 Request: $96M


3

HEV Toyota Prius

50 MPG

• 1 kWh battery• Power Rating: 150kW (200 hp)

• Vehicle Cost est $23,000• 5.7 cents/mile

PHEV Chevy VoltMPGe TBD

• 16 kWh battery• Power Rating: 170kW (230 hp)

• Vehicle Cost est. $41,000• 3.5 cents/mile

EV Nissan LeafAll Electric

• ≥ 24 kWh battery• Power Rating: ≥ 80 kW (107 hp)

• Vehicle Cost $32,780• 2.1 cents/mile

Vehicle Types and Benefits

Electric traction drives have the potential to significantly reduce oil consumption and provide a clear pathway for low-carbon transportation.

Achieving large national benefits depends on significant market penetrationPerformance and Affordability are the keys

Potential to Reduce Oil Consumption


DOE and USABC Battery Performance Targets

DOE Energy Storage Goals HEV (2010) PHEV (2015) EV (2020)

Equivalent Electric Range (miles) N/A 10-40 200-300

Discharge Pulse Power (kW) 25 38-50 80

Regen Pulse Power (10 seconds) (kW) 20 25-30 40Recharge Rate (kW) N/A 1.4-2.8 5-10

Cold Cranking Power @ -30 ºC (2 seconds) (kW) 5 7 N/AAvailable Energy (kWh) 0.3 3.5-11.6 30-40

Calendar Life (year) 15 10+ 10Cycle Life (cycles) 3000 3,000-5,000, deep

discharge 750+, deep discharge

Maximum System Weight (kg) 40 60-120 300Maximum System Volume (l) 32 40-80 133

Operating Temperature Range (ºC) -30 to +52 -30 to 52 -40 to 85


Sep

arat

or

Cathode:e.g., LiNi0.8Co0.15Al0.05O2

Al C

urre

nt C

olle

ctor

Anode:e.g., Graphite

Cu

Cur

rent

Col

lect

oree

Li+

e

Lithium-ion Technology

Electrolyte• Liquid organic solvents• Polymers• Gels• Ionic liquids

Binder

Conductiveadditives

• Presently three classes of cathodes, three classes of anodes, and three classes of electrolytes under consideration for Li-ion cells for transportation applications

• Four important criteria for selection of a battery chemistry: Cost, life, abuse tolerance, and performance

• None of the presently-studied chemistries appear to satisfy all four criteria

Cathode• Layered transition-metal oxides• Spinel-based compositions• Olivine-based compositions

Anode• Carbon-based• Alloys and intermetallics• Oxides• Lithium-metal

5


Schematic of Cylindrical Cell

Cathode lead

Safety vent and CID

(PTC)Separator

Anode lead

AnodeCathode

Insulator

Anode can

Insulator

Gasket

Top cover

Battery Cell Form Factors


Schematic of Prismatic Cell

Cathode pinTop cover

Insulator case

Spring plate

Anode can

Anode

Cathode

Separator

Cathode lead

Safety vent

Gasket

InsulatorTerminal plate

CID

Wound or Stacked Electrodes

Battery Cell Form Factors


Vehicle Technology Battery R&D Activities

Advanced MaterialsResearch

High Energy & HighPower Cell R&D

Full System Development And Testing

Commercialization

The Vehicle Technologies’ battery R&D is engaged in a wide range of topics, from fundamental materials work through battery development and testing

•High energy cathodes•Alloy, Lithium anodes

•High voltage electrolytes •Lithium Metal/ Li-air

•High rate electrodes•High energy couples

•Fabrication of high E cells•Ultracapacitor carbons

•Hybrid Electric Vehicle (HEV) systems•10 and 40 mile Plug-in HEV systems

•Advanced lead acid•Ultracapacitors

60 Lab & University projects to address cost, life, & safety of lithium-ion batteries & to develop next

generation materials35 Industry contracts to design, build, test battery prototype

hardware, to optimize materials & processing specs, & reduce cost


0

2

4

6

8

10

12

14

16

2003 2004 2005 2006 2007 2008 2009 2010

Cal

enda

r Life

(yea

rs)

Year

Status of Conventional HEVBattery Development

Energy and Power Density of USABC HEV Technologies - 3 Sample Data Sets

1020304050607080

Wh

/l

2008

2003

2000 3000 4000 5000 6000W/l

1999

20052008

2007

20072006

2008

♦ Nickelate/Carbon ♦ Fe Phosphate/Carbon ♦ Mn Spinel/Carbon

Calendar Life -- Two Sample Data Sets

0

500

1000

1500

2000

2500

3000

3500

1997 1999 2001 2003 2005 2007 2009

Cos

t ($/

25kW

bat

tery

pac

k)

Year

Li ion NiMH

25kW HEV Battery Pack Cost

Most HEV performance targets met by Li-ion batteries.

• Mature Li-ion chemistries have demonstrated more than 300,000 cycles and 10-year life (through accelerated aging)

• R&D focus remains on cost reduction, improved abuse tolerance and the development of alternative technologies such as ultracapacitors.


PHEV Technology Development Roadmap

ExploratoryResearch

Battery Cell and ModuleDevelopment

BatteryCost Reduction

4 37 6

Commercialization

Graphite/Nickelate

Graphite/Iron Phosphate

Graphite/Manganese Spinel

Li-Titanate/High Voltage Nickelate

Li alloy & High capacity carbon negatives /High Voltage Positive

Li/Sulfur

Li Metal/Li-ion Polymer

5 12

Several lithium battery chemistries exist, including:

43

12

7

5

6


Characteristics (End of Life)STATUS

(PHEV-10)PHEV – 10

2012PHEV-40

2014

Reference Equivalent Electric Range (miles) 10 10 40

POWER AND ENERGY

Peak Pulse Discharge Power - 2 Sec / 10 Sec (kW) 50 / 45 50 / 45 46 / 38

Peak Regen Pulse Power (10 sec) (kW) 30 30 25

Available Energy: Charge Depleting @10 kW (kWh) 3.4 3.4 11.6

BATTERY LIFE

Charge Depleting Life / Discharge Throughput (Cycles/MWh) 2,500+ 5,000 / 17 5,000 / 58

Charge sustaining (HEV) Cycle Life (cycles) 300,000 300,000 300,000

Calendar Life, 35°C (years) 6-12 15 15

WEIGHT, VOLUME, & COST

Maximum System Weight (kg) 60-80 60 120

Maximum System Volume (liter) 50+ 40 80

Battery Cost ($) $2,500+ 1,700 3,400

Performance Status of PHEV Batteries

(Subset of goals)


Battery Cost Models

USABC model – • Detailed hardware-oriented model for use by

DOE/USABC battery developers to cost out specific battery designs with validated cell performance

Argonne model – • Optimized battery design for application• Small vs. large cell size• Effect of cell impedance and power on cost• Effect of cell chemistry• Effect of manufacturing production scale

TIAX model – • Assess the cost implications of different battery

chemistries for a frozen design• Identify factors with significant impact on cell pack

costs (e.g., cell chemistry, active materials costs, electrode design, labor rates, processing speeds)

• Identify potential cost reduction opportunities related to materials, cell deign and manufacturing

Objectives of Battery Cost Modeling• Provide a common basis for calculating

battery costs• Provide checks and balances on

reported battery costs• Gain insight into the main cost drivers• Provide realistic indication of future cost

reductions possible

HEV

PHEV (10)

PHEV (20)

PHEV (40)


• Current high volume PHEV lithium-ion battery cost estimates are $700 -$950 /kWh. – Cost ($/kWh) should be determined on “useable” rather than “total” capacity of

a battery pack– ANL & TIAX models project that lithium-ion battery costs of $300/kWh of

useable energy are plausible.

• Material Technology Impacts Cost– Cathode materials cost is important, but not an over-riding factor for shorter

range PHEVs Cathode & anode active materials represent less than 15% of total battery pack cost.

– In contrast, for longer range PHEV’s and EVs, materials with higher specific energy and energy density have a direct impact on the battery pack cost, weight, and volume.

– Useable State-of-Charge Range has direct impact on cost for a given technology

– Capacity fade can dramatically influence total cost of the battery pack

• Manufacturing scale matters– Increasing production rate from 10,000 to 100,000 batteries/year reduces cost

by ~30-40% (Gioia 2009, Nelson 2009)– For example, consumer cells are estimated to cost about $250/kWh.

Key Results


• Li-ion Safety Issues

• High energy density

• Reactive materials

• Flammable electrolytes

• Abusive Conditions

• Mechanical (crush, penetration, shock)

• Electrical (short circuit, overcharge, over discharge)

• Thermal (over temperature from external or internal sources)

• Mitigation Methods

• Reduced reaction materials for electrode

• Lower gas generation and flammability for electrolytes

• Increased separator integrity and temperature range

• Mechanical and electrical mitigation techniques and battery control systems employed by battery developers

• Several members of the VTP Team participated on the committee to develop the new SAE Abuse Test Manual J2464

Lithium-Ion Abuse Tolerance


Lithium Supply Status and the Impact of Lithium Recycling

Cumulative demand to 2050 (Contained lithium,

1000 Metric tons)

Large batteriesno recycling

6,474

USGS Reserves 4,100

USGS Reserve Base 11,000

Other Reserve Estimates

30,000+

Future U.S. Lithium Demand Compared to Historical Production

Are we trading petroleum dependence for dependence on lithium?

• No. Unlike gasoline, lithium is not consumed when the battery is discharged. Batteries can be recharged up to 5000 more times. After that, lithium can be recycled and be reused.

• Major sources of lithium are salt brines in South America. There are also brine and rock sources in the U.S. and throughout the world.

• Current estimates by the International Energy Agency show no serious lithium supply problem until more than 50% of the world's vehicle fleet is electrified. (Per IEA Blue Scenario for Carbon Reduction).

Light-Duty Vehicle Sales Projection to 2050


Research Directions

• Concentrated search for high-capacity cathode materials.• Develop new solvents and salts that allow for high-voltage electrolytes with

stable electrochemical voltage windows up to 5 Volts.• Develop advanced tin and silicon alloys with low irreversible loss and stable

cycle life at capacity under 1,000 mAh/g.• Initiate a new Integrated Laboratory/Industry Research Program

– Explore the feasibility of pre-lithiated high capacity anodes.– Explore novel ideas to address the dendrite problem in using lithium metal.


IV

- +

Cell analysis and Construction10 Projects

Modeling5 Projects

Diagnostics 6 Projects

Advanced Cathodes15 Projects

Advanced Anodes 11 Projects

Laboratory and UniversityApplied and Exploratory Research

Electrolytes12 Projects

ANL, PNNL, LBNL

UT Austin, SUNY BinghamtonLBNL, BNL, ANLSUNY Stony Brook, MIT

ANL, PNNL, ORNLSUNY BinghamtonU of Pittsburgh

LBNL, ANL, ARL, JPL, BYU, CWRU, NCSU, UC Berkeley, U of Rhode Island, U of Utah

Lawerance Berkley, BNL, ANL, SNL, Hydro-Quebec

LBNL, ANL, NREL, INL,U of Michigan


Mid-Term R&D Next Generation Lithium-ion

18

Issues Advanced anode materials such as silica (Sn) & tin (Si) have capacities in excess of 1,000

mAh/g, these alloys undergo significant volume change (up to 300%) during operation.

Advanced Li-rich, layered-cathode (MnO3/Mn2O4) provides capacity up to 220 mAh/g at potentials much greater than 4.3V; low rate capability presently available electrolytes are not stable above 4.3V.

Provided these issues are resolved, an advanced lithium-ion battery operating at 300–350 Wh/kg at cell level is possible.

ApproachesCurrent research is focused on controlling the volume expansion of these alloys and developing electrolytes that are stable above 5V.


Long-Term R&D Beyond Li-ion

19

• Li-metal Anode– Capacity: 3,862 mAh/g (practical: 500 – 650 Wh/kg).– Dendrite formation → loss of lithium and possible safety hazard.– Solvent reduction → loss of lithium and electrolyte.

• Sulfur Cathode – Theoretical energy density: 2,550 Wh/kg (practical: 500 – 650 Wh/kg).

– Overall reaction: 16Li + S8 ↔ 8Li2S

– Dissolution of lithium polysulfides in the electrolyte → high self-discharge.

– Insoluble sulfur species (e.g., Li2S2 and Li2S) → passivation of the electrodes.

• Air Cathode

– Theoretical specific energy: ~11,000 Wh/kg (without O2), ≤ 5,000 Wh/kg (with O2).

– practical: 500 – 650 Wh/kg

– Need bifunctional air cathode to reversibly convert oxygen to Li2O2.

– Reaction products passivate the air electrode and block the O2 diffusion → low discharge rate.

– Large over-voltage in charging → poor energy efficiency.– Need oxygen/moisture separation membrane for long-term ambient operation.

Protection of lithium metal surface from chemical interactions is critical.


www.vehicles.energy.gov

QUESTIONS?

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